Auxiliary air-intake fob internal-combustion engines



D. DUNL OP AND 1. D. DAVIS. AUXILIARY AIR INTAKE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED FEB. 1. 19m.

Reissued $115 26, 1921. 15,163.

IIlI/I' WWW:

DAVID DUNLOP AND JQHN' D. DAVIS, .OF PETEBSBUBG, VIRGINIA.

AUXILIARY AIR-INTAKE FOR nITERNAL-COMBUSTION ENGINES To all whom it may concern:

Be it known that we, DAVID DUNLOP and JOHN D. DAVIS, citizens of the United States, residing at Petersburg, in the county of Dinwiddie and State of Virginia, have in vented new and useful Improvements in Auxiliary Air-Intakes for Internal-Combustion Engines, of which the following is a specification.

This invention is an auxiliary air intake for internal combustion engines, and among its important objects is to embody the invention in the form of an attachment capable of being conveniently fitted to an internal combustlon engine, more particularly engines of this type for automobiles and motor trucks, without requiring any chan e or alteration in the engine other than the ormation of an opening in the intake manifold to accommo date the valve part of the present invention.

The valve element of the present invention is thermostatically controlled in accordance with the heat of-the engine, and is en tirely independent of the usual carbureter, whereby the control of the auxiliary air supply is not only automatic but is wholly independent of the supply of the gaseous mixture furnished through the medium of the usual carburetor.

'A still further object of the invention is to effectually prevent the suction of the engine from having any closing effect upon the valve of the auxiliary air intake, such as would produce hunting or fluttering of the valve, when the valv is open under the influence of the thermos atic element of the invention.

e deem it desirable to regulate the auxiliary supply of air to the engine directly in proportion to the change in temperature of the engine. Now, the change in a thermostatic element is not directly in accordance with the changes of temperature, and therefore means has been provided, under the controlof the thermostatic element, for regulating the supply of air directly in accordance with changes in the temperature of the engine. I

Another object of the invention 18 to nsure the efiective operation of the de'vlce notwithstanding the vibration of the engine, and also to prevent binding of the valve Specification of Beissued Letters Patent. Reissued J 1y 26, 1921 Original No. 1,280,193, dated October 1, 1918, Serial No. 176,134, filed June 21,

reissue filed February 7, 1919. Serial No. 275,673.

1917. Application for member under the suction influence of the en me.

ith these and other objects in view, the

present invention consists. in the combination and arrangement of parts, as will be hereinafter more fully described, shown in the accompanying drawings, and particularly set forth in the appended claims, it belng understood that changes in the form, proportion, size and minor details ma made, within the scope of the claims, wit out departing from the spirit or sacrificing any of the advantages of the invention.

In the drawings,

Figure 1 is a perspective view of a conventional type of internal combustion engine having the present invention ap lied thereto.

F 1g. 2 'is a perspective view 0 one embodiment of the valve mechanism.

Fig. 3'is a longitudinal sectional view of Fig. 4 is a cross-sectional view on the line 44 of Fig. 3.

Fig. 5 is an enlarged detail view illustrating the shape ofthe inlet port' of the valve casing and the relation thereto of the valve. I

In the accompanying drawings, the numeral 5 indicates an internal combustion engine of any conventional type, provided with the usual intake manifold 6 and the usual exhaust pipe 7.

A threaded opening -is provided in the upright branch of the intake manifold for the reception of the valve casing 8, which, in the present embodiment of the invention, is in the form of a tubular elbow or L-shaped conduit, one arm of which is threaded as shown and screwed into the threadedopening in the intake manifold. The other arm of the elbow is provided with one or more inlet ports 9, which, according to the present embodiment, are located in a tubular extension 10, open at opposite ends and threaded or otherwise secured to the elbow 8. As best shown in Fig. 5 of the drawings, it will be seen that each inlet port 9 1s triangular in shape, preferably in the form of an isosceles triangle, having the apex thereof extending in the direction of the 1nfiow of air into the manifold. A suitable plug valve 11 has a working fit in the part it) of the casing so as to work back and forth" across the inlet ports 9. A connecting rod y 12' extendsfrom the outer end of the valve and is connected with the free end of a lever 13, the upper end of which is fulcrumed upon a bracket 14 suitably secured to the engine casing, preferably u on the with a pluralit of perforations 15 with any one of which t efouter extremity of the conneeting rod 12 may beengaged so as to vary "the. movement of the valve 11, as will be readily understood. 1 A suitable thermostatic element. 16 is mounted adjacent the exhaust ,peratu're, in order that ithee manifold? of the engine and in substantial parallelism therewith, one end portion being supported by a bracket 17suitab1y secured to the en 'ne casing, while the free end portion of t e rod is pivoted as at 18 to the.

lever 13 adjacent the fulcrum thereof.

The parts of the present attachment are so disposed that-the air inlet ports 9 are.

closedby the valve 11 at atmospheric temine may be started on the carburetor. As t e' engine becomes heated, while-yrunning, the thermostatic elementlfi will expand or elongate and will therefore move the lever 13 outwardly, whereby the connecting rod12 will move the valve 11 outwardly, thereby first uncoveri the apex end of the --air inlet port 9. y thus opening the air inlet port 9, auxiliary .airwill be admitted to the intake manifold between the carburetor and.

the engine cylinders, which will. result in an increased speed of the engine without opening the throttle, thereby obtaining increased speed with the same amount of, fuel. As the temperature of the en 'ne increases, the thermostatic element 16 W1 continueto elongate Jbut not directly in accordance with the increase in temperature of the engine. In-

, asmuch as opposite walls of the inlet port 9 diverge in the direction of the opening movement of the valve, said port increases in width from its inner endtoward its outer end and therefore it is evident that the area of the inlet opening made available by the opening 5 53 of the valve 11 will increase more rapidly than if the side walls of the inlet I opening were parallel, the result of which 7 is to materially increase the admission of auxiliary air to the engine, whereby the supply of auxiliary air is automatically controlled directly iii-accordance with the change in temperature and wholly independent of the carbureter and thethrottle valve.

Should the increase in temperature be suffic1ent to pull the valve 11 entirel out of ts casing, then the auxiliarysupp y of air would be too great, resultingin a poor mixture and a slowing down and probably stopping of the engine, thereby notifying the driver that the engine has become overheated, and giving him an opportunity to let the engine cool 011' and thus prevent damage to the engine by overheating. It will now be understood that the open end of the valve casing through which the valve 11 works is an auxiliary inlet port which is normally closed but which becomes open when the valve is pulled entirely out of the casing by the action of the thermostatic element 16 at a predetermined high tempera ture of the engine.

A further important advantage of the invention is. the fact that the 'valve is positively held in any position to which it is moved by the thermostat, and therefore the suction of the enginehas no closing efiect upon the valve, and consequently the valve is positively maintained at all times in the position to which it has been adjusted by the thermostat,

While of course the valve is subject to the suction of the engine, the said suction has no binding effect upon the valve such as to interfere with the proper movement thereof v by the thermostat, for the reason that the valve movesin an endwise direction and is not pulled into abnormal frictional engagement with the walls of the casing by the suc- I stantially parallelism with the exhaust manlfold, and a lever fulcrumedin its upper portion upon the en he and connected at its lower portion wit the. valve, and also associated witltv the thermostatic element for movement thereby. I

2. "The combination with'an in'ternalcombustion engine, of a substantially L -shaped valve casing having-one arm communicatin with the intake manifold of the engine, sai

valve casing being provided with an inlet port in the other arm thereof, a reciprocating plug valve workingin said'other alrm of the casing and controlling the inlet port, a thermostatic element mounted in proximity to the exhaust manifold of the engine, and

a means controlled by the thermostatic, element for moving the plug valve endwise inv its casing.

3. The combination with an internal com-.

bustion engine, of an L-shaped air conduit in communication with the intake manifold thereof, said conduit being provided with a valve chamber having a plurality of triangularly shaped openings therein, the bases of saidtriangles lying in a common plane passed transversely through said chamber, a reciprocatory valve mounted within said chamber for opening and closing said openings, and a thermostat associated with the engine and having connection with said valve for actuating the same upon the ris- 10 ing or falling oftemperature of the engine.

DAVID DUNLOP. JOHN D. DAVIS; 

